Railway-traffic-controlling apparatus



RAILWAY TRAFFIC CONTROLLING APPARATUS Filed July 18, 1925 A 4 RA c 25 2 2 &13 I4 15 EEK?! I9 l V 1 /26 V 1 25 b f Applies 2 I Brakes When J fieflnezgized A D 1) E E Applies Bra kes When \35 De -E1ze1gi2ed -33 P 4.

2 0 o Q INVENTOR. X 54 X f H H MW. ATTORNEY Patented Sept. 17, 1929 UNITED STATES PATENT" OFFICE, I

JOHN S. HOBSON, OF CHICAGO, ILLINOIS, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISS VALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA RAILWAY-TRUETill-CONTROLLING APPARATUS Application fil ed July 18, 1925. Serial No. 44,600.

My invention relates to railway traific controlling apparatus, and particularly to apparatus of the type comprising automatic apparatus located on the train, for controlling the brakes and means located partly in the trackway and partly on the train for controlling such automatic apparatus.

One feature of my invention is the provision, in a system of the type described, of means operating independently of the speed of the train and of traffic conditions for actuating the automatic apparatus at successive points in the traekway to cause an automatic application of the brakes unless the engineman takes appropriate steps to prevent such automatic brake application at each such point.

I will describetwo forms of railway traflic controlling apparatus embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawing, Fig. l is a diagrammatic view showing the trackway portion of one form of railway trafiic controlling apparatus embodying my invention. Fig. 2 is a viewshowing one form of train carried apparatus suitable for co-operation with the trackway apparatus illustrated in Fig. l and also eniboc'lying my invention. Figs. 3 and iars views illustrating the trackway portion and the train carried portion re spectively of another form of railway traffic controlling apparatus embodying my invention.

Similar reference characters refer to similar parts in each of the several. views.

Referring first to Fig. 1, the reference characters 1 and 1 designate the track rails of a stretch of railway track, over which traffic normally moves in the direction indicated by the arrow. These track rails are divided, by means of insulated joints 2 or otherwise, into a plurality of successive track. sections, AD, DE, etc., and each track section is provided with a trackway signal designa ed by the reference character S with an appro priate distinguishing exponent. As here shown each such signal is located adjacent the entrance end of the corresponding track section. Each signal S is cont-rolled, by

means forming no part of my present inven' tion, in accordance with traiiic conditions in advance.

Located at intervals along the trackwa are a plurality of traiiic governing devices, each of which, in the form here shown,*is a fixed inert ramp designated bythe reference character R with a suitable exponent, one of these ramps being 'located'adjacent the entrance to each track section. Referring now to Fig. 2, the train carried apparatus comprises a shoe 3 supported by the frame 82 of the locomotive and so disposed as to successively engage the rampsR as the train proceeds along the stretch of track shown in Fig. 1. The shoe 3 controls a contact member 6 co-operatingwith two fixed contact points 5 and 7. spring 4 normally holds the shoe 3 in its lower position in which contact 5-6-7 is closed. \Vhen the train passes one of the ramps R, however, the shoe 3 is lifted, by engagement with the ramp, to open the contact 5-.6'7. Located on the train is a main relay Gr and a slow releasing relay K, and these relays control a magnet valve V which is arranged to apply the brakes when de-energized; [The reference character J designates amanually operable releasing switch which is so located on the train as to be accessible only when the train is at rest. This releasing switch comprises two contacts 25 and 28., Under normal conditions contact 25 is open andcontact'28 is closed, but when the engineinan operates the releasing switch, contact 28 is opened and contact 25 is closed. A manually operable controller Q is also located on the train in such position that the engineman may close the circuit controller without leaving his usual position in the cab.

61 containing a piston 62 which enters the dash pot with very small clearance. Rigidly attached to piston 62 is a contact 64 and a second contact 13 is connected with contact 64 by means of acoil spring 65. The contact 13 is arrangedto be manually operated by the engineman. Under normal conditions a spring 63 urges piston 62 to an upper position in which contact 64 is closed and contact This circuit controller comprises a dash pot 13 is open. lVhen the engineman closes contact 13, spring is extended and moves piston 62 downwardly against the bias of spring 63. The piston 62 moves slowly in the dash pot 61 however, and a time interval therefore elapses after the closing of contact 13 and before the opening of contact When contact 13 is released it immediately opens, and contact 6% again closes. It will therefore be plain that the engineman can close contact 13 for a brief interval, and then reopen this contact, without causing contact 64. to open, but that if contact 13 is permanently held closed, contact 6% will be opened and remain open.

The main relay G is normally maintained in its energized condition over a stick circuit which may be traced from terminal B of a suitable source of energy not shown in the drawing, through wire 5*, contact 567 controlled by shoe 3, wire 8, front contact 9 of relay G, wires 10 and 11, winding of relay G, and wire 12 to terminal C of the same source. Slow releasing relay K is also normally energized over a stick circuit which passes from terminal B, through wire 16, front contact 17 of relay G, wires 18 and 19, front contact 20 of relay K, wires 21 and 22, winding of relay K and wire 23 back to terminal C. -The magnet valve V is provided with a circuit which may be traced from terminal B, through wire 27, contact 28 of releasing switch J, wire 29, front contact 30 of relay K, wire 31, winding of valve V, wire 32, contact 64 of circuit controller Q and back to terminal C. It will be clear from the foregoing that when the shoe 3 is in its normal position, and relays G and K have previously become energized, these relays are kept energized over their stick circuits, and valve V is energized to prevent an automatic brake application. I will now assume that the train passes point A in Fig. 1 and that the engineman takes no action. T'Vhen the shoe 3 strikes ramp R contact 5-67 is opened. As soon as the train has passed the ramp R the shoe 3 returns to its original position, thereby reclosing contact 567, but the brief opening of this contact interrupts the stick circuit for relay G which relay immediately opens. The de-energization of relay G opens its own front contact 9 so that when the shoe 3 returns to its original position the reclosing of contact 567 will not complete the stick circuit for relay G. Relay G will therefore remain in its de-energized condition. The opening of front contact 17 of relay G interrupts the stick circuit for relay K which then commences to open. Due to the slow releasing characteristics of relay K, however, a time interval elapses after the opening of front contact 17 of relay G and prior to the opening of the front contacts of relay K. At the expiration of this time interval front contact 30 of relay K opens and interrupts the circuit for the magnet valve V, thereby causing an automatic application of the brakes.

Relay G is provided with a pickup circuit controlled by circuit controller Q. This pickup circuit passes from terminal B, through wire 14:, contact 13 of circuit controller Q, wires 15 and 11, winding of relay G and wire 12 back to terminal C. By closing the contact 13, therefore the engineman can energize relay G. It follows that if the engineman holds contact 13 closed during the time interval that contact 567 is open when the shoe 3 is engaging a ramp R, relay G will not be de-energized because energ will be supplied to this relay over its pick-up circuit, even though its stick circuit is opened by the shoe 3. Furthermore, if relay G is actually deenergized by the opening of contact 567, contact 13 being open, the engineman can subsequently restore relay G to its energized con dition by operating the circuit controller Q. To be effective, this acknowledgment, that is,- the operation of circuit controller Q, must be performed before relay K opens its front contacts. But if contact 13 is held closed for too long a time, contact 64: will open, as hereinbefore explained, thereby opening the circuit for valve V, and causing a brake application. If the front contact 20 of relay K becomes open, this relay will remain in its de-energized condition even though contact 17 of relay G is again closed. It will be manifest that if an automatic application of the brakes actually occurs due to de-energization of magnet valve V, operation of circuit controller Q. will not be efiective to release the brakes.

The relay K is provided with a pick-up circuit which passes from terminal B, through wire 16, front contact 17 of relay G, wires 18 and 24, contact 25 of releasing switch J, wires 26 and 22, winding of relay K and wire a3 back to terminal C. If, when the train passes a ramp, the engineman fails to acknowledge by operating contact 13, magnet valve V will be de-energized as has already been explained, and the brakes will be applied. In order to release the brakes the engineman must first acknowledge by operating contact 13. This energizes relay G. When the train has come to rest, the engineman operates releasing switch J, closing contact 25 and energizing relay K. As soon as front contact 20 of relay K closes, the stick circuit for this relay is completed and the relay is subsequently main- 'tained in its energized condition as long as front contact 17 of relay G remains closed. The engineman then restores the releasing switch J to its original position, thereby closing contact 28 and opening front contact 25. The stick circuit for relay K being closed. the opening of front contact 25 has no effect upon this relay. The closing'of contact 28 completes the circuit for magnet valve V. energizing this valve. and permitting the brakes to be released. The operation of the appara tus as the train passes each of the succeeding ramps is the same as that just described for ramp R It will therefore be plain that as the train proceeds along the stretch of track the engineman must acknowledge by operating contact 13 as the train passes each of the trackway ramps irrespective of traiiic con ditions in advance and irrespective of the train speed. Since one of the ramps R is located adjacent each trackway signal S the effect of this enforced acknowledgment is to forcibly call the attention of the engineman to the indication displayed by each signal as he passes it.

Referring now to Fig. 3 each track section is provided with a trackway inductor designated by the reference character H with an appropriate exponent and located adjacent the signal for the associated section. Referring also to Fig. 4 the railway train indicated diagrammatically at P carries a U- shaped magnetizable core X having two downwardly projecting legs X and X Leg X is provided with a winding 34 and the leg X is provided with a similar winding 33. When contact 13 of circuit controller Q, is closed, current flows from a suitable source of energy such as a battery 35, through wire 36, winding 34, wire 37, winding of relay G, wires 38 and 43, contact 13 and wires 44 and 42 back to battery 35. Relay G then becomes energized, closing its front contacts and so completing a stick circuit from battery 35, through wire 36, winding 34, wire 37, winding of relay G, wires 38 and 39, front contact 9 of relay G, and wires 41 and 42 back to battery 35. It is plain, therefore, that having once been energized by operation of contact 13, the relay G will remain in its energized condition by virtue of its stick circuit after the contact 13 is opened. A pick-up circuit for relay K passes from a battery 45, through wires 56 and 57 contact 25 of releasing switch J, wires 58 and 52, winding of relay K, wire 51, front contact 17 of relay G, wire 48, winding 33 and wires 47 and 46 back to battery 45. When this circuit is closed relay K becomes energized, thereby closing its front contacts and completing a stick circuit for this relay from battery 45, through wires 56 and 55, front contact 20 of relay K, wires 53 and 52. winding of relay K, wire 51, front contact 17 of relay G, wire 48, winding 33 and wires 47 and 46 back to battery 45. If, therefore, relay G is energized, the operation of releasing switch J causes relay K to become energized and this relay subsequently is maintained in its energized condition over its stick circuit as long as relay G remains energized after the releasing switch J is re stored to its original position.

\Vhen the switch J and circuit controller Q, are in their normal positions, and when relay K is energized current flows from battery 45, through wires 56 and 66, contact 64 of circuit controller Q, wire 67, contact 28 of releasing switch J, wire59, winding of valve V,

wire 60, front contact 30 ofrelayK, and

wires 62*and 46 back to battery 45. 1

Under normal'con'ditions the stick circuits traced for relays G and K are both closed and current flows through both windings 33 and 34. These windingsare so arrangedthat the magnetic flux created in core X by current in winding 33 opposes the flux created in this core by current in winding 34. Ordinarily however, the magnetic path traversed by this fluxcontains'a large-air gap between the legs X and X of the core X. Under these conditions the flux caused by one winding has "substantially no effectupon the current in the otherwinding.

Each of the inductors H trackway is provided with two upstanding legs H and H which are so disposed that when. the train passes an inductor, the reluctance of the air gap betweenthe legs X and X of the train carried core X is materially reduced by the inductor. As the train passes an inductor H, therefore, "the reactanceofthe magnetic path of the fluxes created by windings 33 and 34 is materially reduced. The flux from winding 33 linking winding 34, is therefore increased, and an electromotive force is induced in winding 34 by this' in crease of flux. The electromotive force thus induced in winding 34-creates a current in the circuit of relay G which opposes the current located in the from battery 35 so that the current in relay G 1 y is reduced to substantially zero or is reversed.

Relay G therefore becomes de-energized and opens its frontcontactsj The opening of the front contact 9 interrupts the stick circuit for the relay G so that even after the train has passed the inductorH the relay G will remain in its de-energized condition unless the con tact 13 is operated by the engineman to acknowledge the passing of a trackway inductor. The opening of front contact 17 of relay G interrupts the stick circuit for relay K. After the expiration of the time interval required for operation of this relay, its front contacts open, thereby interrupting its stick circuit and causing de-energization of magnet valve V to apply the brakes. If, however, after the de-energization' of relay G and prior tothe opening ofthe front contacts on relay K, contact 13 is operated, relay G is'immediately energized, thereby restoring the circuit for relay K, and preventing an automatic application of the brakes. Similarly, if contact 13 is closed when the train passes the inductor H, relay G will be de-energized as the train passes the inductor but will be energized again as soon as core X has passed the trackway inductor H. But if contact 13 is held closed for too long a time contact 64 will open and apply the brakes by de-energizing valve V. If, on the other hand, relay G re the enginemans failure to acknowledge, long enough for relay K to open its front contacts, the stick circuit for relay K will be opened and a subsequent energization of relay (5- will not restore relay K to its energized condition. The brakes will therefore be applied and can not be released until the train is brought to rest and the releasing switch J is operated. If relay G is energized, the operation of the releasing switch J completes the pick-up circuit for relay K and when the releasing switch J is restored to its original position magnet valve V is again energized to release the brakes.

It should be pointed out that the apparatus illustrated in Figs. 3 and 4 operates to enforce an aclmowledgment by the engineman atthe entrance to each track section independently of train speed and traffic conditions exactly as in 1 and 2.

It should also be pointed out that in both forms of the apparatus herein shown and described the trackway devices, whether ramps or inductors, are all inert, that is, these de vices do not require the supply of energy to them to make them eifective. This feature: is valuable because it eliminates the possibility of a failure of the system due to an interruption in the supply of such energy to the devices.

Although I have herein shown and decribed only two forms of railway trafiic controlling apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. Railway trafiic controlling apparatus comprising a train carried relay, acknowledging means under the control of the engineman for at times energizing said relay, a stick circuit for subsequently maintaining said relay in its energized condition, a plurality of inert devices located at intervals along the trackway, means on the train for co-operating with iid trackway devices to de-e-nergize said relay unless the engineman operates said acknowledging means, and automatic apparatus effective at the expiration of a time interval after said stick relay is tie-energized to apply the brakes.

2. Railway trali ic controlling apparatus con'iprising a first train carried relay, acknowledging means under the control of the en 'lneman for at times energizing said first relay, a stick circuit for subsequently maintaining said first relay in its energized condition, a plurality of inert devices located at intervals along the trackway, means on the train for co-operating with said trackway devices to (ls-energize said first relay unless the engineman operates said acknowledging means,

tus controlled by said slow releasing relay.

In testimony whereof I aliix my signature.

JOHN S. HOBSON. 

